Brake rigging suspension



Jan. 12, 1954 R. N. JANEWAY ET AL BRAKE RIGGING SUSPENSION 5 SheetsSheet 1 Filed Nov. 15, 1948 Rol Hw w l HM Jan. 12, 1954 R. N. JANEWAY E I AL BRAKE RIGGING SUSPENSION 3 Sheets-Sheet 2 Filed Nov. 13, 1948 3 Sheets-Sheet 3 Ai i Jan. 12, 1954 Filed Nov.

Patented Jan. 12, 1954 BRAKE RIGGING SUSPENSION Robert N. Janeway and William Van Der Sluys,

Detroit, Mich., assignors to Chrysler CorporationgHighland Park, Mich, a corporation of Delaware Application November 13, 1948, Serial No. 59,86 1

3 Claims.

This invention relates to railway car trucks and has particular reference to an improved arrangement for mounting clasp type brake rigging on the truck unit such that the riding qualities of the truck are improved during application of the brakes.

While the brake rigging arrangement herein disclosed is primarily intended for a pedestalless type of railway truck wherein the side frames are rigidly supported on the wheel axle assemblies, still, the principles of this invention may also be applied to other types of railway trucks. In the past it has been common practice to support the entire brake rigging for passenger type trucks on certain of the sprung frame members, usually the sprung transom frame. Such an arrangement provides a resilient support for the brake rigging when the brakes are released, but, upon application of the brakes, the brake shoes are liable to he wedgingly forced against the truck wheels in such a manner that the sprung frame member supporting the brake rigging is moved to either a raised, a lowered, or a longitudinally or transversely tilted position with respect to the wheel centers which movement is opposed by the restoring force 1 the frame supporting springs. This movement of the sprung frame during braking results from the brake hangers transmitting to the sprung frame the vertical components of the wedging forces resulting from the brake reaction between the brake shoes and the truck wheels. The forces applied to a sprung brake rigging supporting frame, during application of the brakes, are shown the diagrammatic sketch repreby Fig. 7 of the drawings. In this, sketch F denotes the sprung brake rigging supporting frame to which the brake hangers H are connected. H ngers H support the clasp type brake shoes S which are adapted to be pressed into brakengagement with the rolling suriaces of the wheel N when the braking forces P, are applied to the shoes through the brake shoe actuating linkage (not shown). B represents the wheel re action that is applied to the shoes S during braking and the vertical component of the reaction which component is transmitted by each brake hangerI-I to the sprung supporting frame F. Be: fore proceeding further with an explanation of sketch certain facts regarding the force diagram herein shown should be set forth. It can be proved mathematically that:

1,. During praising brake shoe friction T along the faces of shoes Swill apply only torque or turning moments 'IvL to the frame F to which hoth hangers H are attached, and these turning m ments TvL can be neglected when considering the net vertical forces actingv on frame F.

2. The vertical force at each hanger I-I, neglecting T, is the vertical component RV of the wheel reaction R, and. this vertical component is substantially proportional to the, externally. applied force P. and the distance Y of the brake shoe above or below the wheel centerline O.

3. With both hangers l-I attached to the frame F which is supported by a spring suspension with a spring rate equivalent to a ten inch static deflection under the load, and with the brake shoes S in a conventional position of 1% inches below. the wheel centerline 0, normal braking would be sufiicient to pull the springs of the suspension down solid, and completely eliminate all jounce space.

4. Even with the brake shoes S initially centered but with other conditions as stated above, commonly used 250% braking would completely eliminate any springrestoring force at any displacement of the brake shoes above or below the wheel centerline 0.

It is thought to be obvious from this diagrammatic sketch and the statements set forth regarding this sketch, that as long as the shoes S are aligned with the wheel centers 0,, then the vertical components Rv of the wheel reaction 38, are zero and braking will not produce vertical displacement of the spring supporting frame F. However, as the brake shoes S are seldom aligned with the wheel centers 0 and as they are continually displaced vertically due to road shock and variations in the car load, it is obvious that the vertically directed force components Rv, applied to the sprung frame F during braking, materially infiuence the movement of the frame F and may have a detrimental effect on the riding qualities of the truck during braking. Under certain conditions these vertically directed wedging forces applied to the sprung transom frame during brake application may be suflicient to so compressor extend the frame supporting spring elements that the springing efiect of the, frame suporting springs is completely destroyed. This interference with thesupporting power and. reapring force of the frame supporting springs, when the brakes are applied, is substantially eliminated by splitting the support for the brake hangers between sprung and unsprung frame members as hereinafter disclosed.

Upon application of the brakes, turning moments 'lvL about the wheel axle centers 0 are Created at each wheel due to the tangentially di re l d ri ti na force T a e h faces o t e shoes. The forces T, created at the shoes on opposite sides of each wheel, each have vertical components 'Iv equal in magnitude but opposite in direction. Each of the vertical components Tv combines with its oppositely directed companion force 'Iv to produce a turning moment TvL which moment has a moment arm L equal to the longitudinal spacing of the brake hangers H. These moments are also transmitted by the brake hangers E to the supporting frame F. These moments tend to cause a diving action between the sprung brake rigging supporting frame and the rigidly mounted side frame members. This diving tendency, which is resisted by the car body weight resting on the truck centerplate, may be great enough to exceed the ability of the centerplate to withstand such action in which event undesired movement of the brake rigging supporting frame results.

It is a primary object of this invention to improve the riding qualities of a pedestalless type truck by splitting the support for the brake rigging between sprung and unsprung frame members so that application of the brakes will not materially interfere with the normal movements of the sprung frame members It is an additional object of this invention to provide abrake rigging arrangement that will materially reduce the magnitude of the turning moments transmitted to the sprung portion of the truck on application of the brakes, and to thereby eliminate any possibility of a diving action developing between the sprung brake rigging supporting frame and the rigidly mounted side frames.

It is a further obiect of this invention to provide a method of attaching the brake rigging to the structural members of the truck that is simple, durable. efficient and one that prevents material interference with the normal movements of the spring supported frame elements associated with the truck frame.

The nature of this invention as well as additional obiects and advantages thereof will become fully apparent from a reading of the following description and a consideration of the related drawings wherein:

Fig. 1 is a half plan view of a railway truck embodying this invention Fig. 2 is a side elevation of the railway truck shown in Fig. 1 with portions of the truck frame broken away to clearly disclose one of the wheel axle bearing assemblies and the brake hanger supporting structure;

Fig. 3 is a vertical sectional view taken along the lines 3.-3 of Fig. 1;

Fig. 4 is a sectional elevation taken along the lines 4-4 of Fig. 1 clearly disclosing the brake rigging supporting means;

Fig. 5 is a sectional elevation along the line 5-5 of Fig. 1;

Fig. 6 is a fragmentaary sectional elevation taken along the line 6-5 of Fig. 1; and

Fig. 7 is a diagrammatic view that shows the forces created at each wheel when the brakes are applied.

The railway car truck It) comprises longitudinally extending, transversely spaced, side frame members it mounted on a pair of longitudinally spaced, transversely extending, axles ll. Each axle ll carries a pair of wheels I2 which engage the conventional track rails [3. The protruding ends of each axle H are journaled in wheel axle bearing assemblies Id one of which. is clearly shown in Fig. 2 and is subsequently described in detail. The bearing assemblies It are mounted in the inverted U-shaped journal openings !5 (see Fig. 2) in the ends of the side frame members 55. The mounting of the bearing assemblies i in the side frame journal openings is such as to provide an unsprung, pedestalless type of connection wherein the axles and bearing assemblies are connected to the side frame members in such a manner as to preclude relative vertical movement between the axles and the side frame members. Any type of solid bearing connection may be used between the wheel axles and the side,

frames without affecting the functioning of this brake beam suspension. The wheel axle bearing assembly herein disclosed is similar to that shown in the U. S. patent to Janeway and Miers, No. 2,335,120.

Each of the side frames 56 has a depressed middle section Ida provided with longitudinally spaced seats ll on which are mounted nested relatively stiif coil springs l8 through which the truck load is resiliently applied to the side frame members. The springs iii in turn support the end portions of the longitudinally extending beam members i8 which also form a part of the load supporting system. Beams it include the spring seats to receive the upper ends of the coil springs IS. Beams it are arranged so as to support another load carrying structure, namely, the transom frame 2i. This transom frame 2! com;- prises longitudinally spaced members 22'! extending transversely of the truck, which members 2? are joined at their ends by connecting sections 28 which overlie the central portions of the beams N. The connecting sections 28 are formed with spring receiving seats 29 which are vertically aligned with the complementary seats 32 on the beams It, the aligned seats 29, 32 receiving the relatively soft transom frame supporting springs Transom frame 2i supports the truck bolster member 42 by means of swing hanger assemblies 43 (see Figs. 4 and 5) which assemblies permit limited transverse swinging movement of the truck bolster relative to the transom frame. Swing hanger assemblies 43 are pivotally connected to the transom frame 2! by the swing hanger pins A l. Hanger assemblies it support the plank member d5 which is formed at its center portion with a longitudinally extending bean ing 45 that receives the mating bolster journal 42 Bearing it rockably supports the bolster 52 in such a manner that the bolster may rock transversely of the truck but is prevented from rocking in a longitudinally extending plane. Adjacent each outer end of plank A5 there are mounted spring units :36 that resiliently limit the transverse rocking of the bolster 4'2 relative to the plank member 45.

Thrust links 43, having their inner ends secured to a bracket 45! carried by the bolster 52 and their outer ends anchored to brackets 53 carried by the transom frame 2i, restrict longitudinal movement of the bolster relative to the transom frame. Universal joints connect the thrust links 48 to their supporting brackets ts and it. Each link 48 includes a resilient draft member 5! which takes up the longitudinal thrust between the bolster 32 and the transom frame El and per mits transverse movement of the bolster relative to the transom frame. Shock absorber units 52 restrain relative transverse or lateral movement between the bolster and transom frame.

Relative vertical movement between the side frame members it and the beam members is is controlled; by the shock absorber units. 53 mounted therebetween. Alongthe outboard: side ofeachi side frame I16 therelis positionedza longitudinally extending stabilizing member 54', having. one of its ends pivotally'connected' to a bracket [2. carried by the transom frame 21 and its: other end pivotally connected to a bracket carried by the side frame It to restrain relative longitudinal and transverse movement between the. side. frame members and the transom. frame.

The central portion of the truck bolster 42" is formed with a conventional centerplate M which receives a mating bearing member carried by the bolster of the car body unit; to. be mounted on. the truckunit. The bearing. connections. be .1

tween the body unit. and thetruck. bolsters; permit relative turning; movement about a vertical axisbetween the car body unit. and the. supporting truck units but prevent relative motion be tween these units about any other axis.

It is now thought to be. obvious. how the load: of the car body unit and its contents is trans.- ferred to the truck bolster 42 and then. through the swing hanger assemblies 43 to the transom frame 2|. The transom frame 2 I. rests upon the springs 33 which are in turn supported on. the beams t9; Beams I9 transmit the car load to the side frame members 1.6; through. the springs. It. The side. frame members It are rigidly supported at each end on the. wheel axle bearing assemblies I4 which are mounted on. the ends of the axles I I.

The manner of solidly mounting the side frames IS on the axle supported wheel bearing assemblies I4, is shown in Fig. 2. Each side frame end portion. is provided, with a U-shaped 3..

journal opening I5. to receive a Wheel axle hearing assembly I43. Each journal opening I5 is formed with a bearing seat El in the curved bight portion of its U-shaped wall. The. seat portion SI receives the rigid bearing assembly M carried .i

by the wheel axle II. Tie members 92 extend across the open mouth of the U-shaped opening I5 to retain the bearing assembly I4. within the opening I5. Each journal. bearing assembly M comprises an outer housing 94 within which are concentrically mounted an outer roller bearing race 65, a set of tapered roller bearings 69, and an inner roller bearing race- 61, the latter being secured to and rotatable with the wheel axle I I. Housing 64 is adapted to contain oil or some other lubricant so that the rollers 96 of the bearing assembly are constantly lubricated.

The wheel brake rigging is best illustrated in Figs. 1 and 4. It comprises an air cylinder II disposed on each side of the truck unit, the

cylinders lI being mounted on laterally extending brackets 12 protruding from the transom frame connecting sections 28. Connected to one end of each air cylinder 'II is a longitudinally extending brake rigging slack adjusting mechanism I3. Extending from the opposite end of each air cylinder H is a piston actuated connecting rod 14 adapted to operate the brake linkage associated therewith. Pivotally connected to the exposed end of rod 14 is a horizontally disposed, transversely extending, lever I5. Lever 75 is slidably supported adjacent its inner end by the bearing block 16 carried by the transom 2 I. The inwardly disposed end of lever 15 is pivotally connected at I! to the longitudinally extending con necting rod 18. Rod I8 is pivotally connected at l9 to the vertically disposed lever 82. Lever 82 is pivotally connected intermediate its ends, as. at 83, to the inwardly disposed end of the longitudinally extending, bracket member 84. Bracket 84; is rigidly mounted; on the side frame; supported, transversely extending, brake beam 98. The outboard brake: beam 98: is suspended from therigidlysupported side frame I6. by the pivotally mounted, rigid, hanger links I I2. Brake beam 98 carrieson its outer end portions the brake shoes; 99 which are adapted to be rocked into braking engagement with. the rolling surfaces, of the adjacent truck wheels. Shoes 99 are pivotally mounted on the ends of the brake beam 98, so as to permit relative rotatable movement of the shoes in vertically extending planes. However, the freedom of rotation of the shoes 99 relative tothe beam 98 is restrained by spring-- loaded bearing members I09, which tend to. retain the, shoes in fixed positions relative to the beam 981 Bea-ring members I09 tend to prevent the. shoes from dragging on the wheels when the brakes are released; and this eliminates wear and chatter of the shoes when they are riding free. The lever. 82. is pivotally connected at 85 to an intermediate portion of the compensating and actuating link 86. The outer end of link 38 is connected by the pivoted link 8'! to the outer end of the brake beam1 supported bracket 84. The connections between the levers t2, brackets 84, and links 86 and 8'! permit relative pivotal movement between these members and constitute parallelogram linkages forsupporting the weight of levers 82 on hangers. H2 and for controlling the movement of the outer brake beam 98. A plurality of pin holes are located along the length of link 86 to permit adjustment of the brake linkage to compensate forwear, inaccuracies in. manufacture, and the like. The inner end of actuating link: 86 is pivotally connected at 89 to a vertically disposed lever 89 that is pivotally connected at 90 to the spring supported transom frame 2|. A horizontally disposed, longitudinally extending, bracket-like projection 9L rigidly mounted on the transversely extending inner brake beam 92, is pivotally connected to the intermediate portion of the depending brake linkage lever 89. Inner brake beam hanger linlc 94 which is pivotally connected at 9,5 to the spring supported transom frame 2 l has its lower end pivotally connected to an outer end portion of the inboard brake beam 92. Brake beam 92 has rotatably mounted on its ends the inner brake shoes 96 which are restrained against free pivotal movement by the spring-loaded bearing members 91 similar to the bearing members I09 associated with the outer brake shoes 93. The spring supported transom frame 2i mounts the depending levers 89 and brake hangers 95 and the brake beam bracket 9| which constitute a parallelogram linkage to control movement of the inner brake shoe 96. The actuating link 86 ties together the linkages for the inner and outer brake shoes so as to bring about substantially simultaneous application of both the inner and outer brake shoes when the brakes are to be applied.

The brake rigging for all wheels of the truck is identical and for that reason the rigging for only one wheel has been described. The brake suspension that has been described will be considered a front wheel suspension for purposes of discussion. To coordinate the rigging on the front and rear wheels along each side of the truck a horizontally disposed, transversely ex.- tending rear wheel brake lever I961, similar in design to lever 15. associated with the front wheel brakes, is pivotally connected to an adjustably mounted pivot pin I05 carried by the brake rig-1 ging slack adjusting mechanism 13. The inwardly disposed end portion of lever its is pivot' ally connected to a connecting rod l8 for the brake linkage associated with the rear wheel brakes. Lever its is slidably supported on a bearing block I98 carried by the transom frame 2!, the block Hi6 being similar to the bearing block 16 for the lever '55 associated with the front wheel brakes. The intermediate portions of levers l and H04 are connected together by a longitudinally extending equalizing link its that coordinates the action of the front and rear wheel braking mechanisms.

In the conventional pedestal type truck it has been common practice to suspend both the inboard and outboard brake rigging for each wheel from a sprung frame member such as the transom frame 2i. In such a truck the spring supporting elements for the transom frame are relatively stiff and, furthermore, they are relatively widely spaced apart longitudinally of the truck. These relatively stiff transom frame supporting springs in a pedestal type truck can effectively resist the thrusts produced by the vertical components RV of the brake reaction transmitted from the brake shoes to the brake hangers during application of the brakes and therefore the springing effect in such a truck is not materially affected by application of the brakes. Also, due to the supporting springs in a pedestal type truck being relatively widely spaced apart longitudinally of the truck, these springs are able to effectively resist any diving tendencies of the transom frame caused by transmission of the turning couples TvL' to the transom frame during application of the brakes. In contrast, however, a pedestalless type true; similar to that herein disclosed has relatively soft transom frame supporting springs 33 and the transom frame is directly supported on these soft springs which are located at the longitudinal center of the truck. Accordingly, these soft, centrally located, springs 33 may be materially deformed by the brake reaction forces and they offer practically no resistance to the turning couples TVL created at the wheels during brake application. As a result, these couples TvL tend to produce a diving of the transom frame in pedestalless type truck during brake application.

It is thought to be obvious from Fig. 7 how application of the wheel brakes on a pedestalless type truck may apply vertically extending forces to the brake hangers that cause the sprung transom frame to be wedgingly urged to or held in a raised, lowered or transversely or longitudinally tilted position whereby the transom frame is forced against some rigid truck mem her and the springing effect of the transom frame thereby destroyed. At the same time the riding qualities of the truck are materially impaired.

By splitting the support for the wheel brake rigging between the sprung transom frame and the rigidly mounted side frames a construction has been provided whereby only one-half as many brake hangers are connected to the sprung transom frame so that approximately only onehalf as much thrust reaction is applied to the sprung transom frame during application of the brakes. Accordingly, the deformation of the transom frame supporting spring elements, during application of the brakes, is materially reduced in magnitude as are the turning moments tending to cause a diving of the transom frame relative to the side frames.

In pedestalless type truck constructions wherein the brake rigging is completely supported by the sprung transom frame, it is obvious that at the same time the transom frame is being held in a raised, lowered, or tilted position due to the reactionary thrust of the brake hangers, the engaged brake shoes at each Wheel are also creating turning moments which are transmitted through the brake rigging to the transom frame. These turning moments tend to cause a dive of the transom frame relative to the side frames. Under certain conditions it might be possible for these turning moments to be of sufficient magnitude to cause the sprung brake rigging supporting frame to shift relative to the car body and this shift would tend to rock the truck bolster centerplate 4! relative to the car body bearing member (not shown) and cause increased wear between these engaged bearing members. Under extreme conditions this rocking between the centerplate bearing members might cause disengagement of these bearing members and produce an extremely dangerous situation.

By splitting the support for the brake rigging for each wheel between the sprung frame member, such as a transom frame 21, and a rigidly mounted frame member, such as the side frame it, a rigging arrangement is provided which tends to materially reduce the vertical displacement of the transom frame and this pre vents material interference with the supporting and restoring force of the truck spring elements 53, it. By splitting of the support for the brake rigging between the sprung and unsprung frame members the turning moments applied to the sprung frame member by each wheel are materially reduced in magnitude so that the diving tendency of the sprung frame member becomes inconsequential.

Thus, it will be seen that the construction herein disclosed improves the riding qualities of the truck during braking for it reduces the vertical displacement as Well a the diving tendencies of the sprung transom frame. The vertical components of the thrust reaction applied to the sprung transom frame on brake application are materially reduced due to the fact that only one half of the brake hanger units are connected to the sprung frame member while the other half are rigidly anchored to a solidly supported side frame member. As only the inner brake hangers are connected to the sprung frame membe the total turning moment transmitted to the sprung frame member during application of the brakes is greatly reduced in magnitude and consequently the diving tendency of the sprung frame member relative to the side frame is relatively small and can be effectively counteracted by the weight of the car body applied to the transom frame through the bolster centerplate ii, the plank member 55 and the swing hangers 43.

The improved riding qualities of the pedestalless type of truck which uses relatively soft transome frame supporting springs is dependent to a great extent on the novel brake rigging mounting herein disclosed which prevents material interference with the normal movements of the sprung transom frame during application of the brakes.

We claim:

1. In a pedestalless type railway car truck comprising a pair of transversely spaced, longitudinally extending, side frames each having a pair of transversely extending, axle receiving openings therein, said openings having wheel axle bearing units mounted therein, one opening being located adjacent each end of each side frame, axles extending between and supporting the bearings at corresponding ends of the side frames so as to provide a solid mounting of the side frames on the axles, wheel mounted on each end of each axle, relatively stiff resilient members mounted on each side frame adjacent each end axle receiving opening, a relatively soft resilient member supported by each pair of relatively stiff resilient members and located at a point substantially midway between said relatively stiff resilient members, a frame member extending between and floatingly mounted on said relatively soft resilient members'and being free of association with the wheel axles and side frames except through the relatively soft frame supporting resilient elements, and clasp type brake shoes positioned adjacent each side of each wheel adapted to be clampingly engaged with the rolling surface thereof, the brake shoe on one side of each wheel being suspended by a pivotally mounted rigid link from said frame member and the brake shoe on the opposite side of each wheel being suspended by a pivotally mounted rigid link from one of said side frames.

2. In a pedestalless type railway car truck comprising a pair of transversely spaced, longitudinally extending, side frames each having a pair of transversely extending, axle receiving openings therein adjacent opposite ends thereof, said openings having wheel axle bearing units mounted therein, axles extending between and supporting the bearings and side frames at corresponding ends of the side frames so as to provide a solid mounting of the side frames on the axles, wheels mounted on each end of each axle, relatively stiff resilient members mounted on each side frame adjacent the openings at each end thereof, relatively soft resilient member supported by each pair of relatively stiff resilient members and located at a point substantially midway between said relatively stiff resilient members, a frame member extending between and floatingly mounted on said relatively soft resilient members and free of any connection to the axles and side frames except through said relatively soft resilient members, and clasp type brake shoes positioned adjacent each side of each wheel adapted to be clampingly engaged with the rolling surface thereof, the brake shoe on the inboard side of each wheel being suspended by a pivotally mounted rigid link from said frame member and the brake shoe on the outboard side of each wheel being suspended by a pivotally mounted rigid link from one of said side frames, the suspension of the brake shoes being such that the brake reaction on brake application is split between the solidly supported side frames and the resiliently supported frame member.

3. In a pedestalless type railway car truck, a pair of transversely spaced, longitudinally extending, side frames each having a transversely extending, each end thereof, a bearing mounted in each opening, axles journalled in and extending between the bearings at corresponding ends of said side frames, wheels mounted on each end of the axles, relatively stiff resilient members mounted on each side frame adjacent the opening at each end thereof, a rigid beam member mounted on and extending between the relatively stiff resilient members on each side frame, a relatively soft resilient member supported by each of said beam members and located at a point substantially midway between the supporting relatively stiff resilient members, and a transom frame extending between and fioatingly mounted on said relatively soft, medially located, resilient means, said transom frame having no direct connection with said side frames and wheel axles, a pair of friction type brake shoes mounted adjacent opposite sides of each wheel, the friction type brake shoes on one side of each wheel being supported by a rigid brake hanger pivotally mounted on said transom frame and the friction type brake shoe on the opposite side of each wheel being supported by a rigid brake hanger pivotally mounted on one of said side frames.

ROBERT N. JANEWAY. WILLIAM VAN DER SLUYS.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,327,157 Tack Aug. 17, 1943 2,331,174 Carpenter Oct. 5, 191-3 2,343,941 Tack Mar. 14, 1944 2,498,745 Van Der Sluys Feb. 28, 1950 wheel axle receiving opening adjacent 

